U.S. patent application number 10/101610 was filed with the patent office on 2002-10-10 for accessory equipment driving device for vehicle.
This patent application is currently assigned to DENSO CORPORATION. Invention is credited to Egami, Tsuneyuki, Sawada, Takeshi.
Application Number | 20020147531 10/101610 |
Document ID | / |
Family ID | 18962724 |
Filed Date | 2002-10-10 |
United States Patent
Application |
20020147531 |
Kind Code |
A1 |
Egami, Tsuneyuki ; et
al. |
October 10, 2002 |
Accessory equipment driving device for vehicle
Abstract
Three shafts of a planetary gear mechanism, which is a torque
distribution mechanism, are connectable to an engine, a
motor-generator and a compressor, respectively. An engine
connecting shaft, a motor-generator connecting shaft and an
accessory equipment connecting shaft are connected to a ring gear,
a carrier and a sun gear, respectively. A single motor-generator
can perform four different operations: a compressor driving
operation when an idle stop function is performed, an engine
starting operation by the motor-generator, a motor-generator
driving operation by the engine, motor-generator driving and
compressor driving operations by the engine.
Inventors: |
Egami, Tsuneyuki;
(Gamagori-city, JP) ; Sawada, Takeshi; (Gifu-city,
JP) |
Correspondence
Address: |
OLIFF & BERRIDGE, PLC
P.O. BOX 19928
ALEXANDRIA
VA
22320
US
|
Assignee: |
DENSO CORPORATION
Kariya-city
JP
|
Family ID: |
18962724 |
Appl. No.: |
10/101610 |
Filed: |
March 21, 2002 |
Current U.S.
Class: |
701/36 ;
307/10.1 |
Current CPC
Class: |
F02B 63/04 20130101;
F02N 11/003 20130101; F02N 11/0866 20130101; F02N 11/04 20130101;
F02N 15/046 20130101; F02B 63/06 20130101; B60H 1/3222
20130101 |
Class at
Publication: |
701/36 ;
307/10.1 |
International
Class: |
G06F 019/00 |
Foreign Application Data
Date |
Code |
Application Number |
Apr 10, 2001 |
JP |
2001-111054 |
Claims
What is claimed is:
1. An accessory equipment driving device for a vehicle, which makes
connections among an engine having an idle stop function, a
motor-generator for a power generating operation and a motor
operation, and an accessory equipment including a compressor for an
air conditioner driven even at a time of the idle stop function, so
that the accessory equipment is driven by the engine when the
engine is running and by the motor-generator when the idle stop
function is performed, comprising: a torque distribution mechanism
including an engine connecting shaft connectable to the engine, a
motor-generator shaft connectable to the motor-generator, and an
accessory equipment connecting shaft connectable to the accessory
equipment, the torque distribution mechanism being for distributing
engine torque inputted through the engine connecting shaft to the
motor-generator connecting shaft and the accessory equipment
connecting shaft, and transferring torque inputted from the
motor-generator connecting shaft to the engine connecting shaft; a
locking mechanism which locks the accessory equipment connecting
shaft; and a clutch which disengageably connects the
motor-generator connecting shaft of the torque distribution
mechanism with either one of the accessory equipment connecting
shaft and the engine connecting shaft.
2. An accessory equipment driving device for a vehicle as in claim
1, wherein the torque distribution mechanism includes a planetary
gear mechanism.
3. An accessory equipment driving device for a vehicle as in claim
2, wherein the planetary gear mechanism has a carrier, a ring gear
and a sun gear, and wherein the engine connecting shaft, the
motor-generator connecting shaft, and the accessory equipment
connecting shaft are connected to the carrier, the ring gear and
the sun gear, respectively.
4. An accessory equipment driving device for a vehicle as in claim
3, further comprising a control device which connects the clutch
only when the compressor is driven by the engine, and locks the
locking mechanism when the engine is started or when the
motor-generator is driven by the engine under a condition in which
the compressor, which is the accessory equipment for an air
conditioner, is not driven.
5. An accessory equipment driving device for a vehicle having an
engine with an idle stop function, which comprises a compressor
mechanism driven by either one of the an engine and a
motor-generator, comprising: a torque distribution mechanism
including first, second and third shafts that are connectable to
the motor-generator, engine and compressor, respectively; a clutch
mechanism connecting any two of the three shafts; and a locking
mechanism locking the third shaft.
6. An electrical equipment driving device for a vehicle having an
engine with an idle stop function, a motor-generator and a
compressor mechanism driven by either one of the engine and
motor-generator, comprising: a torque distribution mechanism
including first, second and third shafts connectable to the
motor-generator, engine and compressor, respectively; a clutch
mechanism disengageably connecting the first shaft and the third
shaft in parallel with the torque distribution mechanism; a locking
mechanism locking and unlocking the third shaft to the compressor;
and a control device for electrically controlling the clutch
mechanism and the locking mechanism in correspondence with
operations of the engine and the compressor.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This application is based on and incorporates herein by
reference Japanese Patent Application No. 2001-111054 filed on Apr.
10, 2001.
BACKGROUND OF THE INVENTION
[0002] The present invention relates to an accessory equipment
driving device for a vehicle.
[0003] As a technology to improve fuel economy, a vehicle having an
idle stop function that stops an engine at idle is proposed. In
this type of vehicle, the idle stop function is canceled in order
to drive a compressor for an air conditioner by the engine.
Therefore, the idle stop function is not fully effective.
[0004] To counter this problem, a hybrid-compressor with an
integrated motor is proposed in JP-A-2000-229516. This
hybrid-compressor is driven by the engine when the engine is
running. When the engine is not running, the compressor is
disconnected from the engine and driven by the motor. To disconnect
the compressor from the engine, a clutch mechanism, such as a
one-way clutch or a clutch, is required. In other word, a motor and
its driving control circuit, and a clutch mechanism are required.
This increases complexity of configuration and a cost. Moreover,
additional electrical circuits, such as an inverter circuit, to
control a driving operation of the compressor are required.
[0005] Here, a power generating system (rotary electric machine and
electrical circuit) can be simplified with a configuration in which
the motor is driven to generate electricity.
[0006] An ideal condition of connections among the engine, rotary
electric machine, and compressor for an air conditioner will be
analyzed.
[0007] When the engine is started, the engine and the rotary
electric machine need to be connected, and the compressor is better
not to be connected with the engine nor the rotary electric machine
(motor operation).
[0008] When the engine is running with the air conditioner off, the
engine and the rotary electric machine need to be connected, and
the compressor is better not to be connected with the engine nor
the rotary electric machine (motor operation).
[0009] When the engine is running with the air conditioner on, the
engine, the rotary electric machine, and the compressor need to be
connected.
[0010] When the idle stop function is performed, the engine is
better not to be connected with the rotary electric machine nor the
compressor, and the rotary electric machine and the compressor need
to be connected so that proper operations of the air conditioner
are ensured.
[0011] In the accessory equipment driving device for a vehicle
having an idle stop function, these connections need to be
accomplished with simple configuration.
SUMMARY OF THE INVENTION
[0012] The present invention has an objective to provide an
accessory equipment driving device for a vehicle with high
installability to a vehicle, simple system configuration, and good
cost efficiency.
[0013] An accessory equipment driving device for a vehicle of the
present invention makes connections among an engine having an idle
stop function, a motor-generator for a power generating operation
and a motor operation, and accessory equipment such as a compressor
for an air conditioner.
[0014] This device is for driving the accessory equipment by the
engine when the engine is running, and by the motor-generator when
the engine is idle. The device has an engine connecting shaft, a
motor-generator connecting shaft, an accessory equipment connecting
shaft. The shafts are to be connected to the engine, the
motor-generator, and the accessory equipment, respectively.
[0015] The device has a torque distribution mechanism. This
mechanism is for distributing engine torque inputted through the
engine connecting shaft to the motor-generator connecting shaft and
accessory equipment connecting shaft. It is also for transferring
torque inputted through the motor-generator connecting shaft to the
engine connecting shaft.
[0016] The device has a locking mechanism which locks the accessory
equipment connecting shaft, and a clutch which disengageably
connects the motor-generator connecting shaft of the torque
distribution mechanism with the accessory equipment connecting
shaft.
[0017] According to the above configuration, a single
motor-generator can perform four different operations: a driving
operation of the compressor when the idle stop function is
performed, a starting operation of the engine by the
motor-generator, a driving operation of the motor-generator by the
engine, and a driving operation of both motor-generator and the
compressor by the engine. Therefore, the motor-generator and its
driving circuit can be integrated, and the configuration can be
simplified.
[0018] Moreover, a motor-generator/accessory equipment system which
consists of the compressor, motor-generator, torque distribution
mechanism, clutch and locking mechanism can be separately placed
from the engine. Therefore, a total shaft length of the engine can
be reduced. This improves arrangement flexibility in an engine
compartment, resulting in improved installability of the device,
especially in small vehicles.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] The above and other objectives, features and advantages of
the present invention will become more apparent from the following
detailed description made with reference to the accompanying
drawings. In the drawings:
[0020] FIG. 1 is a block diagram of an accessory equipment driving
device according to the embodiment; and
[0021] FIG. 2 is an operation mode diagram showing operation modes
of the accessory equipment driving device of FIG. 1.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0022] The preferred embodiment of the present invention will be
explained with reference to the accompanying drawings.
[0023] Referring to FIG. 1, the configuration and operation of the
accessory equipment driving device for a vehicle of this embodiment
is discussed.
[0024] An internal combustion engine 1 has an idle stop function.
The engine 1 is stopped during idling. A crank pulley 2 has a belt
3 for transferring a driving power generated by the engine 1 to
other devices. A motor-generator/accessory equipment system 4 will
be explained later. An electricity storing device 5, such as a
secondary battery, stores electricity. A three-phase inverter 6 has
a DC-AC bidirectional conversion function. It mediates between the
electricity storing device 5 and the motor-generator/accessory
equipment system 4 for power transfer.
[0025] A control device 7 sets a mode to a starter mode, an
alternator mode, an electrical compressor mode, or an internal
combustion engine driven compressor mode. The mode is determined
based on information provided by an internal combustion engine
control device or an air-conditioner control device, which are not
shown in figures. The control device 7 controls the inverter 6,
clutch 430 of the motor-generator/accessory equipment system, and
locking mechanism 460. An electrical load 8 receives a power from
the electricity storing device 5.
[0026] The motor-generator/accessory equipment system 4 includes an
input pulley 410 connected to the crank pulley 2 of the engine 1 by
the belt 3. A planetary gear mechanism 420 refers to the torque
distribution mechanism of this embodiment. It includes the first
shaft 421, second shaft 422, third shaft 423 and ring gear 424. The
ring gear 424 is fixed to the first shaft 421, and the first shaft
421 is directly connected to a rotor shaft of the motor-generator
440. A carrier 425 is fixed to the second shaft 422, and the second
shaft 422 is directly connected to the input pulley 410. The third
shaft 423 is connected to the first shaft 421 via the clutch 430
and to the compressor 450 for an air conditioner via the locking
mechanism 460.
[0027] In the planetary gear mechanism 420, the sun gear and ring
gear are engaged with the planet gears. The planet gears are
supported by the carrier 425 as they rotate their own axes. The
carrier 425 is rotated as the planet gears revolve around the sun
gear 426.
[0028] Since the third shaft 423 of the planetary gear mechanism is
connected to one of the shafts of the locking mechanism 460 and
that of the clutch 430, the clutch 430 and locking mechanism 460
can be integrated. Likewise, the clutch 430 and planetary gear
mechanism 420, or the clutch 430, locking mechanism and planetary
gear mechanism can be integrated.
[0029] Moreover, the motor-generator 440 and clutch 430, or the
locking mechanism and compressor 450 can be integrated. A rotary
electric machine which a planetary gear mechanism is integrated can
be used for the planetary gear mechanism 420 and motor-generator
440. Furthermore, the clutch 430, locking mechanism 460, and
compressor 450 can be connected or integrated to the
motor-generator.
[0030] A driveline device includes the planetary gear mechanism
420, clutch 430, and locking mechanism 460. In this device, whether
simultaneously rotating the second shaft 422 and the third shaft
423 of the planetary gear mechanism 430, or independently rotating
them is determined. Conventional electromagnetic or hydraulic
clutch can be used for the clutch 430.
[0031] Although a synchronous motor-generator is used for the
motor-generator 440, other types of motor-generator can be used as
long as a selection between the power generating operation and
motor operation is available. The compressor 450 is a conventional
compressor for an automobile air conditioner. The locking mechanism
460 may be a conventional braking mechanism.
[0032] (I) Engine Starting Mode
[0033] When restarting the engine 1 after it stopped by the idle
stop function, the clutch 430 is released (disconnected) and the
locking mechanism 460 is locked.
[0034] This stops rotations of the third shaft 423 and the sun gear
426 of the planetary gear mechanism 420. A rotor shaft of the
motor-generator 440 is mechanically connected to the input pulley
410 via the ring gear 424 and the carrier 425 of the planetary gear
mechanism 420 one after another. The control device 7 controls the
inverter 6 so that the motor-generator 440 performs a motor
operation to provide the engine 1 with starting torque. The number
of rotations of the carrier 425 is smaller than that of the ring
gear 424; therefore, the electrical torque of the motor-generator
440 is multiplied and large starting torque is provided to the
engine 1.
[0035] (II) Power Generating Mode During Halting of compressor
[0036] When a starting operation of the engine 1 is completed, the
control device 7 controls the inverter 6 so that the
motor-generator 440 performs a power generating operation. A power
generated by the motor-generator 440 is rectified by the inverter
6, and charged into the electricity storing device 5. A power is
supplied to the electrical load 8. At this moment, the clutch 430
is released, the locking mechanism 460 is locked, and the
compressor 450 is stopped.
[0037] (III) Compressor Driving Mode During Idle Stop
[0038] When driving the compressor 450 to drive an air conditioner
while the engine 1 is not running, the clutch 430 and the locking
mechanism 460 are released, and the motor-generator 440 performs a
motor operation. This disables the second shaft 422 of the
planetary gear mechanism 420 to rotate due to a friction of the
engine 1. As a result, the torque of the motor-generator 440 is
transferred from the ring gear 424 to the compressor 450 via the
sun gear 426 and the third shaft 423 of the planetary gear
mechanism 420. The control device 7 drives the inverter 6 and
supplies an alternating current to the motor-generator 440 so that
torque necessary for rotating the compressor 450 is generated.
[0039] (IV) Compressor Driving Mode During Running of Engine
[0040] When the engine 1 is running, the motor-generator 440
performs a power generating operation as described above. At this
time, the clutch 430 is engaged and the locking mechanism 460 is
released to drive the compressor 450. By this operation, the first
shaft 421 and third shaft 423 of the planetary gear mechanism have
the same number of rotations. Therefore, the motor-generator 440
and compressor 450 are driven at the same speed as a result of the
engine rotation.
[0041] "STARTER," "ONLY ALTER.," "ELEC. A/C" and "NORM. ALTER.,
A/C" in the table of FIG. 2 corresponds to the "Engine Starting
Mode," "Power Generating Mode during Halting of Compressor,"
"Compressor Driving Mode During Idle Stop" and "Compressor Driving
Mode During Running of Engine" which are discussed above,
respectively.
[0042] The present invention should not be limited to the
embodiment previously discussed and shown in the figures, but may
be implemented in various ways without departing from the spirit of
the invention.
[0043] For example, the planetary gear mechanism 420 is used for a
torque distribution mechanism in the above embodiment. However, a
differential gear mechanism can be used. Other types of planetary
gear mechanism can be used for the planetary gear mechanism 420.
For the clutch mechanism, any two of the first to third shafts of
the planetary gear mechanism 420 instead of the first and third
shafts can be connectable.
* * * * *